Tangential bearing supports



May 17, 1960 R. J. coAR ETAL TANGENTIAL BEARING SUPPORTS 3 Sheets-Sheet 1 Filed Dec. 7, 1956 INVENTORS vv|\ l |AM W- .JACOBUS RICHARD COAR J.. BY fm m ATTORNEY May 17, 1960 R. J. coAR ETAL TANGENTIAL BEARING SUPPORTS 3 Sheets-Sheet 2 Filed Dec. 7, 1956 'Inn/111111111,.1,111.

INVENTORS IAM JACOELJS COAR ATTORNEY May 17, 1960 R. J. coAR ETAL TANGENTIAL. BEARING suPPoRTs 3 Sheets-Sheet 3 Filed Dec. 7, 1956 INVENTOR WILLIAM W- JACSBU S RICHARD J- COAR BY wwm? ATTORNEY I 2,936,999 TANGENTIAL nEARnvG SUPPORTS Application December 7, 1956, serial No. 626,899 i s claims. (crass-39) 'I'hisinvention relates to means for supporting a shaft bearing within'a powerplant outer case and more particularly to supporting a bearing such as a' rear turbine bearing in a modern aircraft turbojet engine.

It is an object of this invention to minimize the effect of relative thermal expansion between the engine case and the much smaller -bearing housing contained concentrically therein, by supporting the bearing housing relative to the engine case by means of bearing support rods whichvproject from the outer case and engage the bearing support tangentially.

It isfafurther object of this invention to provide tangential bearing support rods, -as described above, each of which support rods is pivotally attached to the engine case at its outer end lin a plane perpendicular to and offset from the centerline of the supportrod. The purpose of the offset pivot is to decrease thespring rate of the Spllflfed Se@ Patenti? 2,996,999 Patented May 17, 1960 ice vention in the vicinity of and in connection with turbine rear bearings. Fig. 2 is a view taken along line 2--2 of Fig. 1.

Fig. 3 is a vertical section of the support strut shown in Fig. 2.

Fig. 4 is a view taken along line 4 4 of Fig. 3.

Fig. 5 is a view taken along line 5-5 of Fig. 4.

Fig. 6 is a view taken along line 6-6 of Fig. 4.

Fig. 7 is a fragmentary view taken along line 7--7 of Fig. 2.

Fig. 8 is a vertical section of the straightening vane shown in Fig. 2.

i Fig. 9 is a view taken along line 9--9 of Fig. 8.

.Fig. 10 is a view taken along line 10-10 of Fig. 9.

Fig. 11 is a cross-sectional view of an airfoil shape such as support rodfstrut 32 orv turning vane 34 to illustrate the gas angle and the circumferentialand axial gas load components placedupon the strut or the turning vane due to gas loading.

vReferring to Fig. 1, we see typical turbojet aircraft engine 10 comprising air inlet section 12, compressor section 14, combustion section 16, turbine section 1 8, ex-

.. haust section 20 and exhaust outlet'22. Air enters engine port rods thereby diminishing thev stress loading in the parts joined bythe support rods.

It is a further object of this invention to provide tangential bearing support rods which fully support the tail- Icone concentrically with respect to the engine housing in such a fashion that the tailcone is permitted or caused to rotate relative to the engine case with rotations and deections of the support rods.

It is still a further object of this invention to provide tangential bearing support rods to support a bearing housing concentrically Awithin an engine case and to fully support an engine tailcone therebetween and to further provide aerodynamic struts enclosing the support rods in the area` between the'engine tailcone and the outer case so asfto reduce aerodynamic losses to the engine gases passing through this-area"`and to shape and position the struts such thatthey-perform a straightening function upon the gas.

It is still a further object of this invention to provide struts about the bearing support'rods described above and to connect them to the engine tailconesuch that all gas loads on the struts pass to the case through the bearing support rods.

' It is still a further object of this invention to provide an aerodynamic strut surrounding the tangential bearing support rod, described'above, which stmt is pivotally attached to the engine tailcone so that it may pivot circumferentially with respect thereto and 'which strut is also attached at its outer end to the outer end of the support rod such that the strut assumes the tangential angle of the support" rod and rchanges in tangential angle Awith the support rod as the support -rod pivots and/or deilects with respect to the engine case and/or tailcone.

Other objects and advantages will be apparentfromthe specification andfclaims, and Ifrom the accompanying i drawings Which'illustratean embodiment of the invention.

In the drawings; v Y s Fig. A 1 is a cross-sectional view ofla modern aircraft turbbjet'engine utilizing subject matter of this in- 10 through air inlet section 12 and is compressedvas it is pumped through compressor section 14. The air is heated in combustion section 16 due to the combustion which occurs in combustion chamber 24. Fuel is introduced into combustion chamber 24 through fuel nozzles 26 which in -turn receive fuel from fuel manifoldV 28. Fuel-'is 'supplied to fuel manifold 28 from a fuel pump (not shown): After leaving combustion section 1 6,`the heatedgases' then pass through turbine section 18 in a power generating function and then pass through discharge section 20 andare discharged into the atmosphere through exhaust outlet`-22. E nginejtailcone 30 is located downstream of turbine 18 and is centrally located and concentric with discharge duct 20. In passing through discharge duct 20, the engine exhaust gases pass through the volume between discharge duct- 20 and tailcone 30 and are guided -in their passage therethrough by rear bearing support struts 32 and straightening vanes 34, both of which are described in greater particularity hereinafter. As it is highly desirable to have the exhaust gases from engine 10 discharged into the atmosphere through exhaust outlet 22 in an axial direction as opposed to in swirling fashion, straightening airfoil struts 32 and straightening vanes 34 are placed in the gas passage formed between outer case 21 and tailcone 30. When the engine gases are discharged from turbine section 1S, they are discharged in a swirlinggfashion. In the past, to accomplish the desired axial flow, as opposed to a swirling flow, a large number of circumferential and closely spaced exit guide vanes have been placed just downstream of the turbine to accomplish the gas straightening function. The use of straightening strut 32 and straightening vanes 34 in spaced circumferential relation as shown in Fig. 2, eliminates the need for the'tremendous number of exit guide vanes which were used previously. While Fig. 2 shows four struts 32 and four straightening vanes 34, it is obvious that any desired number of these struts and vanes could lue-selected depending upon the particular engine application. For instance, in a criticalafterburner installation, where lamina gas ow into the afterburner is important, a greater numberof straightening vanes 32 and/or struts 34 then VIL"would be necessary while a'very few would be necessari,l

` gaseosa ing flanges or support unit 36, while shown attached to discharge duct 20 is not necessarily so limited, and may be attached, if preferred, to the turbine case or to any part of the engine outer case v21. The purpose and function of support unit 36 is to position and support the outboard or exterior ends of the plurality ofy rear bearing support units 38 and to further support the outboard or exterior ends of the plurality of straightening vanes 34. While four equally spacedrtangential rear bearing support units 38 and four'equally spaced tangential straightening vanes 34 are shown, it should be borne in mind that our invention is not necessarily so limited and that vany numbers of these units 38 and 34 could be selected -depending upon the particular installation. Y

Considering first the `rear bearing support units l38, shown in Fig. 3, it should be noted 4that airfoil strut units 32 enclose only the rear `bearing support :rods 40. Each of the rear bearing support units 38 may be identical in construction or, as show-n vin Fig. 2, the rear bearing support units 38 shown inthe three and nine oclock positions may have tubing passed through them into the interior of engine tailcone 30 tor lubricating, engine breathing or any other purpose. Tangential krear bearing support rods support unit 36 along surfaces 83and 85 'serves to axially support rods 40 andV aid load transfer from support rods 40 to outer support 36. Ear orY lug 74, which is attached to v the outer end of support rod 40 is positioned between and 40 project from external support unit 36, tangentially tov bearing support 42. Bearing support 42 serves to support anti-frictionrbearing 43 which, in turn, supports rear turbine shaft 44.V While support units 38 are Vshown in conjunction with a rear turbine bearing, it will be obvious to one skilled inthe art that they are equally applicable `to any other type of bearing supports. Lugs 46 `projectontwardly from -rear `bearing support, 42 and have tapered holes 48 therein which tapered holes receive tapered shaft section 50 of support .rod 40. i Support rod 40'cu'lminates inthreaded area 52 at its inner end. Securing means -suc'h as nut 54 abut .lug 46 at surface 56 to position the inner end of support `rod '40. Support rod 40 supports engine tailconeitl through support brackets'SS each of which is attached to theint'eriorsurface of tailcone 3Q and which carries 'ball joint unit 60 `so as to 'engage substantially the central section of support rod 40 pivotally to allow the necessary freedom of motion. Retaining ring 62 serves to hold ball and socket unit 60 in position between tailcone lsupport bracket 578 and support rod 40. This central vsupport bracket 58 and associated parts will be described further in :connection with .-Fig. 4. lIn the area between tailcone 30 and exterior support unit 36, which constitutes a part of the engine case -or housing A21, airffoil support strut 32 encloses and surrounds tangential support rod 40. As described ingreaterpart-icularity later, airfoil shaped strut v32 serves the function of improving aerodynamic gas passage around support rod 40 .and passing bearing and thrust loads to the outer support unit 36 through supportrod 4d.

Tangential support rod 4i) is attached in offset pivotal relation to outer support unit 36. Support 'bracket 7i) vis attached to outer support unit 36 by securing means 712. Support rod 4t) has attachment ear or lug 74 projecting substantially perpendicular from its outer end. Lug or ear 74 may be an integral part of rod 40 or my be a separate part attached thereto in any convenient fashion such as welding by means of corporating threads or the like. Lug or ear 74 extends substantially in a circumferential direction on each side lof-support rod 4t) and contains offset pivot hole 76, the center of which is offset from kand lies in a plane substantially.perpendicular to the centerline of support rod 40. Pivot pin 78 passes through cifset .hole '76 and, asbest shown -in Eig. 7,-.is,pivotally-.1=eceived by lands or fears 80 and 81 which Vprojectlfrom support bracket-7 0. Support bracket 7 0 'further hasishank section 79 communicating 'with thefen'ginezinterior. .'StillV referring to .Fig 7,:it'wiil'be .noted that supportbracket 70 extends between and engages throughout its fulllength lof axially spaced anges 82 and 84 yof 'external supporturiit 36 and is 'connected theretof'by'supportfmeans72. This full length-'contact 'lbetweensupport bracket 70"'and footer engages throughout its full length ears and 81 of support bracket 70 and is so positioned in relation thereto that offset hole 76 of ear 74 aligns withholes 90 and 92 of lands 80 .and 81., respectively,^such that pivot pin 78 may pass vtherethroughso as to pivotally connect, in offsetfashion, support rod 40 to 'outer support -unit 36 through ear 74 and support bracket `70. Flange's 82 and 84 of external support 36 serve to retain pivot pin 78 in axial position. Y A ,V

In "modern aircraft VVengine experience, it has vbeen -found that the engine outer `case 421, which encloses compressor section 14, combustion section 16 and turbine section 18, expands during the early moments of engine operation at a substantial rate because of the temperature to which itis .raised due to the hot Powerplant gasespassing therethrough. This case expansion is particularly pronounced inthe engine case area external Yof the turbine, that is, the .area in which outer support 36 is located. This substantial expansion ofpowierplant outer case 21 in the vicinity of outer support 36 becomes troublesome with respectto the supporting of rear -turbine bearing support 42, rear bearing 43 and rear turbine shaft 44 -which are of relatively small diameterwith respect to ythe Idiameter of outer support 36 and, further, because these parts such as bearing support `42 are Inot subjected to .the high gas temperatures of the engine since coolingair from compressor section 1'4 is ducted -and passed through I'the interior of tailcone Y30, thereby cooling the parts containediwithin tailcone 30. vTheproblern presented by both lthe difference .in initial diameter and the difference in operating temperature between outersupport .36 and bearing housing 42 is that, while bearing support 42 must be supported andpositionedfromfoiter support 36, to do so by Aany type of direct connection, :suc-h as radial suppor'tvrods connecting bearing support 42 Ato outer support 36, would cause excessivestresses fand strains to be set up in .the radial rods, in bearing support 42 and in outer support 36. Experience has shown-that xed radial support rods cause the outer case 21 l'and outer support 36 .to dimple inwardly atvt-hespoints where-the radial -rod attaches -to outer 4support 36. -To'cornpensate for the different .rate of expansion which -exists between bearing support 42. and outer .support unit l36, a.-pl.uralityof tangential support rods 40 .are used which engage bearing support 42 tangentially and which arepivotally attached in .oiset fashion to engine case 21 4through outer support 3'6. vWith this construction, ,the bearinglsupport 282 Aand therefore bearing 43 and shaft 44 are held in lconcentric relation to outer .support 36 and, when `outerlisupport-36 expands at afaster rate than bearing support 42., the radial outward expansion .movementof case536, which carries pivot .pin 78 .therewith,rrcauses the pivoting -of support Vrods 4i) and the consequent clockwise .rotationof bearing support 42. vDue to thecomplete concentricity `between bearing support 42., bearing 43 and 1shaft 44, -the rotation of one relative to the othervis 4in .no `Way. .detrimental to the'unit, as all threeparts are still supported .in concentric relation'to one another .and in concentric'rrelation to outer support 36. Obviously, iftangentialsupport rod40'was'not pivoted at its "outer'errd,'.t'he differential expansionbetwee'n louterl supporti3`6 'andbe'arigs'upport 42 `would'cause a `Ybending'inorrferttiin 'rod :40. PivotV pin '78 is offset -fromsupportrod T40 r'to decrasethe'spring rate of'rods n4t), that is, itoipermitfileflection of rod f40 under1e'ss'rorce`thanirrds-tofweremotoffset. Y 'Maximum -`deflection yrof lfroids 4 0 'lta'kes "place "at `agp'oil'it about of -thefrength of rou 40 mfrom rancune 130'. ryfihisfmeane loads are taken in support rod deflection rather than "e'xcessively loading other powerplantparts,

y'Reiferring'a'gainto Fi'g."3, weiseeithfspport'rod'llhas ring A'94 'shrunk v"a'lout'i'ts "outer 'peripheryatits 'external f the atmosphere.

end just inbard of'ear74. It willl further be noted| that ring 94 has a spherical external surface which engages with the inner surface 'of a sleeve 96 to form an airseal to prevent air from'leaking from within powerplant 10 out into Sleeve 96 hassmoothcylindrical inner surface 98 which has spherical surface 100 ona portion' of its outer surface' whichspherical srface100`engages recessed cylindrical 'su'rfacez102 of shank,79 ofY support bracket 70, 'which recessedcylindrical surface 102 issubstantially concentric with the axis of tangential support rod 40. Pin V104 is received in ear 74 and bears against sleeve 96 to perform the function of preventing sleeve 96 from joining or locking within cylindrical surface 102 of shank 79 and from joining around ring 94. By way of cross-sectional shape, support rod 40'isof circular-eross-section throughout almost all Yof its length interior of ear 74 excepting inthe area inboard of the outer portion of strut 38 fora short distance in whi'ch :area support rod 40 is of square or -any -selected at sur' face cross-section. This is best Vshown in Fig. 6 at area 106. As previously statedfsupport rod-40 in area 50 is.Y

tapered in mating relationship' to the tapered hole 48 lirl rear bearing lug 46. j

Fig. 4 shows a cross-sectional view through rear bearing support strut 32. It will Abe noted that the engine tailcone 30 is separated to permit support rod 40 and ,units of support strut 32 to pass therethrough such that the forward portion 110 of the engine tailcone 30,- the inner portion of support strut 32,k and the after portion 112 of tailcone 30 form a continuous duct. Inwardly directed brackets or flanges 114v and 116 are attached to tailcone sections 110 and 112, '-respectively, and form vinwardlyY directed circumferential U-shaped channel 118 to .serveas a support for strut;,32 and a connectionbetween tailcone 30 and support rods 40. Tailcone support bracket 58 projects substantially'radiallyinward from the central portion of channel 118 andis supported in position by pins 120 and 122. Support bracket'58 houses concave spherical journal 130 which receives convex spherical support 132 n'mating fashion to form `ball joint 60.- yBall joint 60 performs the function of pivotally engaging support bracket 58 and tailcone 30 to support rod 40. Ring 62 is retained in position by pins 120 and 122 and is spaced slightly radially outward of bushing 130 and serves the function of preventing socket unit 60 from falling out of support bracket 58. Spacer lugs 140 and 142 are welded to anges 114 and 116 and, it is highly desirable that their adjacent Asurfaces 144 and 146 are spaced a carefully lselected predetermined distance A apart 4such that ears 148 and.150 are received snugly therebetween. It may be necessary to nish surfaces 144 and 146 after the welding operation to insure that this critical spacing A is accomplished. Support strut 32 comprises inner support 152 and outer support 154 as well as central support brackets 156 and 158. l Inner support ,152 andvouter support 154 are of substantial-ly the same cross-sectional shape as best shown in Figs. and 6. Considering inner support 152 (Fig. 4), we note that it has inwardly directed lugs 148 and 150 which mate in snug relation axially (dimension A) with lugs 140 and 142 of inwardly directedchannel 118. In addition, inner support 152 has radially outwardly directed ears-160 and 162 which attach -to U-shaped support brackets 156 and 158, as shownv in Fig.` 5. By wayl of'construction of strut 32, inner support 152 may be welded to support-'channels 156 and 158.

Then airfoil sheet 164 may lne-caused to are out at its outer and inner ends, as best shown by, skirt 166 in Fig. 6 to be welded to`inner and' outer supports'l'SZ and 154 and also to support brackets 156 and 158 to form an airfoil section between the inner and outer supports 152 and 154, enclosing support rod 40. Airfoil sheet or section 164 may be of one-piece construction with the ends of the single sheet welded roughly together at line 168 to form the trailing edge of airfoil section 164 and the trailing edge of airfoil support strut 32. Pivot pins 120 and 122 pivotally support strut 32 and tailcone 30 (dimension A) there is no axial deection allowable, hence, all axial loading of bearing 42 and all thrust loading ofthe various associated parts are directed through support strut 32 and squared outer end of support rod 40 to the rugged external-support unit 36. Retaining plates 170 and 172', which may be attached in any convenient way to flanges 114 and 116. respectively,`perform the function of retaining pins 120 and 122 in position.

Now referring to straightening vane 34 as shown in Figs." 2, 8 and 9, we see that the inner end of support strut 34 is pivotally attached to inwardly directed channel 118 which extends radially inward from tailcone 30, in pivotal relation by means of pivot pin 176 and is received'at its `outer end inslidable relation within inwardly directed slot' 178 of outer bracket 180. Outer bracket is attached to outer support bracket 36 in any ing support housing 42A. Lug 190 projects externally frorrr and is a part of straightening vane 34 and is received in loose relation within recess 178 such that itis free to move substantially radially inwardly and outwardly therewithin. It might be desirable to machine outer surfaces 192 and 194 of lug 190 in the formV of a convex curve to permit not only inner and outward movement within recess -178 but also a pivotal action between recess 178 and lug 190.

Now referring to Figs. 8 and 9 we see that straightening vane 34 comprises outer portion 200, inner portion 202, airfoil section 204 and 'forward and after supports- 206 and 208. Lug may be integral with orattached to outer portion 200'. Inner portion 202'has inwardly 'directed' lugs 210 and 212 projecting therefrom 'to receive pivot pin 176. 1By way of fabrication, though'not necessarily so limited, a frame may be made by welding outer and inner supports 200 and 202 to forward support 206 and after support 208. Two pieces of sheet metal may then be formed to have inner and outer skirts roughly as shown in Fig. 10 as skirts 214 and 216, which skirts ar'e Welded to the inner and outer supports while the two sheet metal pieces are welded to forward support 206 and after support 208 and are welded together to form Ithe trailing edge of airfoil section 204 along line 218; In fashion similar to that described forstrut 32, surfaces 220 and 222 must be a predetermined distance C apart so as to' engage surfaces 224 and 226 of'lugs 228 and 230 in snug axial relation such that straighteningvane 34, is capable of transmitting axial loads, including thrust, to outer support structure 36 after clearance DV between support 180 and lug 190 is reduced to vcontact be- 55'* tween these parts.' Lugs 228 and 230 may be welded to anges 114 and 116, respectively, and their critical surfaces 224 and 226 may be machined after weldment to insure that the critical dimensionC is maintained such that straightening vane 34 is received'within tailcone 30 in snug axial relation. Pivot pin 17.6 passes through lugs 210, 212, 228, 230 and anges 114and 116 so as to pivotally attach in a circumferentialdirection, straightening varies 34-to tailcone 30. y j Now'referring to Fig. 11r we see an airfoil shape which is symbolic of either straightening vane 34 or strut 32 with both the gas angle and the axial and circumferential component ofv gas loading imposed upon the airfoil'secf tion illustratedin vector fashion: Due to the factv that' gas leaves the turbine in al swirling'fashion, there is but a small axial vector component. It will be noted that there is a substantialcircumferential gas loading vector or component. This is of importance in the construction shown, for in Fig. 9 it will be noted that there is a clearance D between lng 190 and the surfaces of support 180. This clearance permits greater ease of movement of lug 190 within cavity 178 since contact occurs only' along surfaces 192 and 194. The surfaces 192 and 194 are availableto take the large circumferential gas load component and transfer it to the outer support 36. Since straightening vane y34 is free oating axially at its outer end due to clearance D, previously described, but since it is supported in substantial cantilever fashion at its inner end, this cantilever construction serves the function of transferring the slight axial gas load from straightening vane 34 to supportrods 40. With respect to strut 32, it will be noted that there is a solid mechanical connection between both outer support 154 and inner support 152 to support support rod 40 and in this fashion both the axial land circumferential loads imposed by the gases on strut 32 are transferred to support rods 40 and thence to `outer support 36.

In this fashion, all gas loads imposed upon either straightening -vanes 34 or strut 32 are transferred through support rods 40, which are the sole support for inner cone 3@ to engine case 21 through outer support 36.

Itis to 'ne understood that the invention is not limited to the specic embodiment herein illustrated and described, but may be. used in other ways without departure from its spirit as defined by the following claims.

We claim:

l. Apparatus for supporting a shaft bearing concentricaily within an engine case of substantially circular cross-section comprising a bearing housing of substantially circular cross-section surrounding and supporting the bearing, a Vplurality of circumferentially substantially equally spaced support rods of substantially equal lengthand each having an axis and engaging said` housing tangentially at one of its Yends `and pivotally attached to said engine case at its other end vin a location 'offset .from the axis of the support rod..

2.. Apparatus for supporting a shaft bearing concentrically within an engine case of substantially circular cross-section comprising 'a' bearing housing of substantially circular cross-section `surrounding and supporting the bearing, a plurality of lugs projecting from said bearing housing and each containing a tapered hole with an axis substantially tangent 'to the periphery of said bearing housing, an outer support ring attached externally torand concentric with the engine case, a plurality of circumferentially substantially equally spaced support rods of substantially Vequal length and each having an axis and passing at its 4inner end thru said tapered hole to xedly engage said'housing tangentially and extending tangentially therefrom, an ear projecting from the outer end of each 'of said support rods and having a pivot hole therein having an axis offset from and lying in a plane perpendicular to the axis of said support rod, and means to pivotally attach said support rod to said support ring thru said pivot hole.

3. Apparatus for supporting a shaft bearing concentrically Within an engine case of substantially circular cross-section comprising a bearing housing of substantially circular cross-section surrounding and supporting the bea-ring, a plurality of lugs projecting from said bearinghousing and each containing a tapered hole with an axis substantially tangent to the periphery of said bearing housing, an outer support ring attached externally to and concentric with the engine case comprising two axially spaced llange's, a plurality of circumferentially substantially equally spaced support rods of substantially equal length and each having an axis and passingY at its inner end thru said tapered hole yto xedly engage said housing tangentially and extending tangentially therefrom, an ear projecting from the outer end of each of said supe. port rods and having a pivot hole thereinhaving an axis offset from and lying in al plane perpendicular .to the axis of said support rod, a support bracket located between and attachedto said flanges and havingfa shank section in communication with the engine case interior and'furl ther having lands each containing :a hole aligned withsaid pivot hole, and a pivot pin passing thru said pivot hole and the holes of said lands to pivotally `attach said support rod outer ends to said vouter support ring.

4. Apparatus lfor supporting ya shaft bearing concentrically within Van vengine `case of substantially circular cross-section comprising a bearing housing of substantially circular cross-sectionv surrounding vand supporting the bearing, a plurality of lugs projecting from said bearing housing each having a hole .therein having an axis substantially tangentto the vperiphery vof said bearing housing, an outer lsupport .ring attached externally to and concentric with Vthe engine v.case comprising axially spaced flanges located radially outward from said bearing housing, a plurality of circumferentially substantially equally spaced support rods of substantially equal length and each having an axis and each passing at its inner end thru one of said tangent holes to engage said housing tangentially and extending 4tangentially therefrom, means to attach said support Yrod inner -ends to said bearing housing, a-circumferentially extending ear projecting from the outer end of each `of said support rods and having a `pivot hole therein having an axis offset from 'and lying in a plane perpendicular to the `axis of said support rod, a plurality of substantially circumferentially equallyspaced support brackets located between fand each engaging for its full circumferential ydimension the adjacent surfaces of said spaced anges, each of said support brackets having a shank `section in communication with the enginevcase interior thru which one of -said support rods extends Aand further having ycircumferentially extending axially spaced lands each engaging 'said -ear throughout its circumferential dimension and each having a hole aligning with said pivot hole, a Apivot lpin passing thru said pivot hole and said land holes to pivotally attach in offset fashion said support rod outer ends to said outer support, and means to seal between said support rod and said `shank section.

5. An engine having a case of substantially circular cross-section in combination with apparatus for'supporting a shaft Abearing within said engine case compris'- ing a 'bearing housing of substantially circular cross'- section surrounding and supporting the bearing, a plurality of support rods each having an axis and (to Sup port said bearing housing within the engine case) xedly engaging said housing tangentially and pivotally attaching to saidengine case in a location offset from the 'axis of the support rod.

References Cited in the tile of this patent UNITED STATES PATENTS V1,326,869 Junggren Dec. 3o, .1919 2,516,671 .Bowers July 25., -1950 2,587,345 Lombard Feb. 26, 1952 2,616,662 Mierley Nov. 4, 195,2 2,724,621 Kenney Nov. 22, 1955 2,803,505 Oberholtz .Aug 20, 1957 FOREIGN PATENTS '882,330 France --.'Feb. 22, .1943 

